CN113358371A - Sprung acceleration estimation method, storage medium, and electronic apparatus - Google Patents
Sprung acceleration estimation method, storage medium, and electronic apparatus Download PDFInfo
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Abstract
The application discloses a sprung acceleration estimation method, a storage medium and electronic equipment, which are used for acquiring longitudinal acceleration of a whole vehicle; acquiring a driving state of each wheel, wherein the wheels comprise two front wheels and two rear wheels; determining the sprung acceleration of the two front wheels according to the longitudinal acceleration of the whole vehicle and the running states of the two rear wheels; and determining the sprung acceleration of the two rear wheels according to the longitudinal acceleration of the whole vehicle and the running states of the two front wheels. According to the invention, the longitudinal acceleration of the whole vehicle and the running state of each wheel are obtained, the sprung acceleration of each wheel is estimated, only one longitudinal acceleration sensor of the whole vehicle is needed to be arranged, and the sprung acceleration sensor is not needed to be additionally installed, so that the cost can be effectively reduced, the number of fault troubleshooting points during fault occurrence is reduced, and the fault points can be quickly positioned.
Description
Technical Field
The present application relates to the field of automotive related technologies, and in particular, to a method for estimating sprung acceleration, a storage medium, and an electronic device.
Background
At present, in order to improve the riding comfort of a vehicle when the vehicle passes through a deceleration strip, an electric control suspension, an electric control seat and the like are adopted, when the sprung acceleration of the vehicle is obtained, a sensor is required to be arranged on a vehicle spring for measurement, and therefore parameters of the suspension, the seat and the like are adjusted according to sprung acceleration signals. Three to four sprung acceleration sensors need to be installed on a common vehicle, and the method is high in cost, and when one of the sensors breaks down, the troubleshooting steps are complex. Therefore, it is desirable to provide a sprung acceleration estimation method, a storage medium, and an electronic apparatus that are low in cost and capable of quickly troubleshooting.
Disclosure of Invention
The application aims to overcome the defects that the installation of a plurality of sprung acceleration sensors is high in cost and complex in troubleshooting in the prior art, and provides a sprung acceleration estimation method, a storage medium and electronic equipment.
The technical scheme of the application provides a method for estimating the sprung acceleration, which comprises the following steps:
acquiring the longitudinal acceleration of the whole vehicle;
acquiring a driving state of each wheel, wherein the wheels comprise two front wheels and two rear wheels;
determining the sprung acceleration of the two front wheels according to the longitudinal acceleration of the whole vehicle and the running states of the two rear wheels;
and determining the sprung acceleration of the two rear wheels according to the longitudinal acceleration of the whole vehicle and the running states of the two front wheels.
Further, the running states of the wheels include a bumpy running state and a flat running state;
the acquiring of the driving state of each wheel specifically includes:
acquiring the wheel speed of each wheel at intervals of set time;
and if the difference value between the current wheel speed of the wheel and the previous wheel speed is greater than or equal to a wheel speed difference threshold value, the wheel is considered to be in a bumpy driving state, otherwise, the wheel is considered to be in a flat driving state.
Further, determining the sprung acceleration of the two front wheels according to the longitudinal acceleration of the entire vehicle and the driving states of the two rear wheels specifically includes:
determining a target front wheel calculation coefficient according to the running states of the two rear wheels;
and multiplying the longitudinal acceleration of the whole vehicle by the calculation coefficient of the target front wheel to obtain the sprung acceleration of the target front wheel.
Further, the determining a target front wheel calculation coefficient according to the driving states of the two rear wheels specifically includes:
and inputting the target front wheel information and the running states of the two rear wheels into a calculation coefficient calibration table, and inquiring the target front wheel calculation coefficient.
Further, determining the sprung acceleration of the two rear wheels according to the longitudinal acceleration of the entire vehicle and the driving states of the two front wheels specifically includes:
determining a converted value of the acceleration on the spring according to the longitudinal acceleration of the whole vehicle and the structural information of the suspension;
determining a target rear wheel calculation coefficient according to the running states of the two front wheels;
and multiplying the converted value of the sprung acceleration by the calculation coefficient of the target rear wheel to obtain the sprung acceleration of the target rear wheel.
Further, the suspension structure information includes left front wheel sprung mass, right front wheel sprung mass, left rear wheel sprung mass, right rear wheel sprung mass, horizontal distance of left front wheel/right front wheel from the center of mass of the vehicle, and horizontal distance of left rear wheel/right rear wheel from the center of mass of the vehicle;
according to whole car longitudinal acceleration and suspension structure information, confirm the acceleration conversion value on the spring, specifically include:
calculating the converted value of the sprung acceleration
Wherein g is the longitudinal acceleration of the whole vehicle, mbfl is the sprung mass of the left front wheel, mbfr is the sprung mass of the right front wheel, mbrl is the sprung mass of the left rear wheel, mbrr is the sprung mass of the right rear wheel, Lf is the horizontal distance between the left front wheel/right front wheel and the mass center of the vehicle, and Lr is the horizontal distance between the left rear wheel/right rear wheel and the mass center of the vehicle.
Further, the determining a target rear wheel calculation coefficient according to the driving states of the two front wheels specifically includes:
and inputting the target rear wheel information and the running states of the two front wheels into a calculation coefficient calibration table, and inquiring the target rear wheel calculation coefficient.
Further, acquiring the longitudinal acceleration of the whole vehicle specifically includes:
and acquiring the longitudinal acceleration of the whole vehicle from the electronic stability control system.
The technical solution of the present application further provides a storage medium, where the storage medium stores computer instructions, and when a computer executes the computer instructions, the storage medium is configured to execute the sprung acceleration estimation method described above.
The technical scheme of the application also provides electronic equipment which comprises at least one processor; and the number of the first and second groups,
a memory communicatively coupled to the at least one processor; wherein the content of the first and second substances,
the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the sprung acceleration estimation method as described above.
After adopting above-mentioned technical scheme, have following beneficial effect:
the longitudinal acceleration of the whole vehicle and the running state of each wheel are obtained, the sprung acceleration of each wheel is estimated, only one whole vehicle longitudinal acceleration sensor needs to be arranged, the sprung acceleration sensor does not need to be additionally installed, the cost can be effectively reduced, the number of fault troubleshooting points during fault is reduced, and fault points can be quickly positioned.
Drawings
The disclosure of the present application will become more readily understood by reference to the drawings. It should be understood that: these drawings are for illustrative purposes only and are not intended to limit the scope of the present application. In the figure:
FIG. 1 is a flow chart of a method for estimating sprung acceleration according to an embodiment of the present application;
FIG. 2 is a table showing the correspondence between the target front wheel calculation coefficient and the rear wheel running state;
FIG. 3 is a table showing the correspondence between the target rear wheel calculation coefficient and the front wheel running state;
FIG. 4 is a schematic view of a front and rear wheel configuration;
FIG. 5 is a flow chart of a method for estimating sprung acceleration according to a preferred embodiment of the present application;
fig. 6 is a schematic diagram of a hardware structure of an electronic device in an embodiment of the present application.
Detailed Description
Embodiments of the present application are further described below with reference to the accompanying drawings.
It is easily understood that according to the technical solutions of the present application, those skilled in the art can substitute various structures and implementations without changing the spirit of the present application. Therefore, the following detailed description and the accompanying drawings are merely illustrative of the technical solutions of the present application, and should not be construed as limiting or restricting the technical solutions of the present application in their entirety.
The terms of orientation of up, down, left, right, front, back, top, bottom, and the like referred to or may be referred to in this specification are defined relative to the configuration shown in the drawings, and are relative terms, and thus may be changed correspondingly according to the position and the use state of the device. Therefore, these and other directional terms should not be construed as limiting terms. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Throughout the description of the present application, it is to be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "coupled" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; the two components can be directly connected or indirectly connected through an intermediate medium, and the two components can be communicated with each other. The foregoing is to be understood as belonging to the specific meanings in the present application as appropriate to the person of ordinary skill in the art.
The sprung acceleration estimation method in the embodiment of the present application, as shown in fig. 1, includes the following steps:
step S101: acquiring the longitudinal acceleration of the whole vehicle;
step S102: acquiring a driving state of each wheel, wherein the wheels comprise two front wheels and two rear wheels;
step S103: determining the sprung acceleration of the two front wheels according to the longitudinal acceleration of the whole vehicle and the running states of the two rear wheels;
step S104: and determining the sprung acceleration of the two rear wheels according to the longitudinal acceleration of the whole vehicle and the running states of the two front wheels.
Specifically, the longitudinal acceleration of the whole vehicle is obtained from an electronic stability control system (ESC), and the electronic stability control system detects the longitudinal acceleration of the whole vehicle by installing an acceleration sensor in a cabin of the vehicle.
According to the longitudinal acceleration of the whole vehicle measured by the electronic stability control system, the sprung acceleration of each wheel is estimated by combining the running state of each wheel, and based on the integrity of the vehicle suspension, the sprung acceleration of the rear wheel is influenced by the running state of the front wheel, and the sprung acceleration of the front wheel is influenced by the running state of the rear wheel, so that the sprung acceleration of the front wheel needs to be calculated by combining the running state of the rear wheel, and the sprung acceleration of the rear wheel needs to be calculated by combining the running state of the front wheel.
The embodiment of the application starts from the integrity of the suspension structure, and estimates the sprung acceleration of two front wheels and two rear wheels based on the longitudinal acceleration of the whole vehicle measured by the electronic stability control system, so that the sprung acceleration sensor is not required to be additionally arranged, the cost can be reduced, and the suspension structure is simplified.
In one embodiment, the driving states of the wheels include a bumpy driving state and a flat driving state;
the acquiring of the driving state of each wheel specifically includes:
acquiring the wheel speed of each wheel at intervals of set time;
and if the difference value between the current wheel speed of the wheel and the previous wheel speed is greater than or equal to a wheel speed difference threshold value, the wheel is considered to be in a bumpy driving state, otherwise, the wheel is considered to be in a flat driving state.
The method comprises the steps of determining the running state of each wheel according to the wheel speed of each wheel, acquiring the wheel speed of each wheel according to a set period in the running process of the vehicle, acquiring the wheel speed at the current moment and the wheel speed at the previous moment when a sprung acceleration estimation method is triggered, calculating a wheel speed difference value, and judging whether each wheel is in a bumpy running state or a flat running state.
Preferably, the wheel speed difference threshold may be set at 1.26 rad/s.
When the wheel is in a flat driving state, the wheel speed of the wheel can be kept in a constant range, and sudden change can not occur in a short time; when the wheel was in the state of going of jolting, the wheel is because the hindrance of barrier, and the fast reduction of wheel when passing through the barrier, and the fast meeting can be accelerated through the fast of the back wheel of barrier, and the fast sudden change can take place for the fast in the short time, consequently can accurately judge the state of going of wheel through the fast difference value of wheel at present moment and last moment.
The embodiment of the application can judge the running state of the wheel by periodically acquiring the wheel speed, can accurately acquire the running state of each wheel, and provides an accurate data basis for the estimation of the sprung acceleration of each wheel.
In one embodiment, the determining the sprung acceleration of the two front wheels according to the longitudinal acceleration of the entire vehicle and the driving states of the two rear wheels specifically includes:
determining a target front wheel calculation coefficient according to the running states of the two rear wheels;
and multiplying the longitudinal acceleration of the whole vehicle by the calculation coefficient of the target front wheel to obtain the sprung acceleration of the target front wheel.
The two front wheels are respectively provided with different front wheel calculation coefficients corresponding to different driving states of the two rear wheels. Specifically, since the running states of the two rear wheels are four combinations in total, four front wheel calculation coefficients are provided for the left front wheel and four front wheel calculation coefficients are provided for the right front wheel, the target front wheel calculation coefficient is determined from the running states of the two rear wheels, and the corresponding sprung acceleration is calculated.
As an example, a left rear wheel state flag and a right rear wheel state flag may be set, where the left rear wheel state flag is set to 1 when the left rear wheel is in a bump driving state, and is set to 0 otherwise; similarly, when the right rear wheel is in a bump driving state, the right rear wheel state mark position is 1, otherwise, the right rear wheel state mark position is 0; the target front wheel calculation coefficient can be quickly determined by obtaining the left rear wheel state zone bit and the right rear wheel state zone bit, and the corresponding relation between the target front wheel calculation coefficient and the rear wheel driving state is shown in figure 2.
The embodiment of the application provides a method for calculating the sprung acceleration of a front wheel, a target front wheel calculation coefficient is determined according to the running state of a rear wheel, and the sprung acceleration of the target front wheel can be calculated by multiplying the longitudinal acceleration of the whole vehicle by the target front wheel calculation coefficient.
In one embodiment, the determining a target front wheel calculation coefficient according to the driving states of the two rear wheels specifically includes:
and inputting the target front wheel information and the running states of the two rear wheels into a calculation coefficient calibration table, and inquiring the target front wheel calculation coefficient.
The calculation coefficient of the target front wheel is determined by a table look-up mode and is stored in a calculation coefficient calibration table in a pre-calibration mode. Specifically, when the front wheel calculation coefficient is calibrated, a sprung acceleration sensor is respectively installed at each wheel to obtain an actual value of sprung acceleration, the rear wheels are controlled to be in different running states, the measured values of four sprung acceleration sensors are respectively obtained, and the measured values and the longitudinal acceleration of the whole vehicle are calculated, so that the target front wheel calculation coefficients corresponding to two front wheels when the rear wheels are in different running states are determined.
According to the embodiment of the application, the front wheel calculation coefficient is determined in a calibration mode, so that a more accurate estimation coefficient is obtained.
In one embodiment, the determining the sprung acceleration of the two rear wheels according to the longitudinal acceleration of the entire vehicle and the driving states of the two front wheels specifically includes:
determining a converted value of the acceleration on the spring according to the longitudinal acceleration of the whole vehicle and the structural information of the suspension;
determining a target rear wheel calculation coefficient according to the running states of the two front wheels;
and multiplying the converted value of the sprung acceleration by the calculation coefficient of the target rear wheel to obtain the sprung acceleration of the target rear wheel.
Specifically, the longitudinal acceleration of the whole vehicle is acquired through an acceleration sensor installed in a vehicle cabin, the longitudinal acceleration is located at the rear part above a front axle of the vehicle and is far away from a rear wheel of the vehicle, the measured longitudinal acceleration of the whole vehicle needs to be converted according to suspension structure information to obtain a converted value of the sprung acceleration, and the converted value of the sprung acceleration is used for calculating the sprung acceleration of a target rear wheel. The sprung acceleration conversion values are the same for the left and right rear wheels.
Similar to calculating the acceleration on the front wheel spring, the two rear wheels are respectively provided with different rear wheel calculation coefficients corresponding to different driving states of the two front wheels. The driving states of the two front wheels are four combinations in total, so that four rear wheel calculation coefficients are set for the left rear wheel and four rear wheel calculation coefficients are set for the right rear wheel, and a target rear wheel calculation coefficient is determined according to the driving states of the two front wheels.
As an example, a left front wheel state flag and a right front wheel state flag may be set, where the left front wheel state flag is set to 1 when the left front wheel is in a bump driving state, and is set to 0 otherwise; in the same way, when the right front wheel is in a bump driving state, the right front wheel state mark position is 1, otherwise, the right front wheel state mark position is 0; the calculation coefficient of the target rear wheel can be quickly determined by obtaining the status flag bit of the left front wheel and the status flag bit of the right front wheel, and the corresponding relation between the calculation coefficient of the target rear wheel and the running status of the front wheel is shown in figure 3.
The embodiment of the application provides a method for calculating the sprung acceleration of a rear wheel, which includes the steps of firstly determining a sprung acceleration equivalent value according to suspension structure information, then determining a target rear wheel calculation coefficient according to the running state of a front wheel, and multiplying the sprung acceleration equivalent value by the target rear wheel calculation coefficient to calculate the sprung acceleration of the target rear wheel.
In one embodiment, the suspension configuration information includes left front wheel sprung mass, right front wheel sprung mass, left rear wheel sprung mass, right rear wheel sprung mass, horizontal distance of left front/right front wheel from the vehicle centroid, and horizontal distance of left rear/right rear wheel from the vehicle centroid;
according to whole car longitudinal acceleration and suspension structure information, confirm the acceleration conversion value on the spring, specifically include:
calculating the converted value of the sprung acceleration
Wherein g is the longitudinal acceleration of the whole vehicle, mbfl is the sprung mass of the left front wheel, mbfr is the sprung mass of the right front wheel, mbrl is the sprung mass of the left rear wheel, mbrr is the sprung mass of the right rear wheel, Lf is the horizontal distance between the left front wheel/right front wheel and the mass center of the vehicle, and Lr is the horizontal distance between the left rear wheel/right rear wheel and the mass center of the vehicle.
As shown in fig. 4, when the front wheel is in a bump state, the front end of the suspension is pushed up so that the rear end of the suspension is depressed, and at this time, the sprung acceleration a of the front wheel is directed upward and the sprung acceleration B of the rear wheel is directed downward, centering on the center of mass of the vehicle. Conversely, when the rear wheel is in a bump state, the rear end of the suspension is pushed up and the front end is pushed down, and at this time, the sprung acceleration of the rear wheel is directed upward and the sprung acceleration of the front wheel is directed downward. Since the vehicle does not trigger the automatic control of the electronic control suspension and the electronic control seat on the flat road, when the vehicle acquires the sprung acceleration, the front wheels or the rear wheels are in a bump running state, the sprung acceleration directions of the front wheels and the rear wheels are opposite, and the multiplied value by-1 in the sprung acceleration conversion value in the embodiment of the application indicates that the sprung acceleration directions of the front wheels and the rear wheels are opposite.
Also shown in fig. 4 are the horizontal distance Lf of the left/right front wheels from the vehicle centroid and the horizontal distance Lr of the left/right rear wheels from the vehicle centroid, which are the same because of the bilateral symmetry of the vehicle structure.
In one embodiment, the determining a target rear wheel calculation coefficient according to the driving states of the two front wheels specifically includes:
and inputting the target rear wheel information and the running states of the two front wheels into a calculation coefficient calibration table, and inquiring the target rear wheel calculation coefficient.
Specifically, the target rear wheel calculation coefficient is determined in a table look-up manner and stored in a calculation coefficient calibration table in a pre-calibration manner, wherein the calibration manner is the same as the calibration manner of the front wheel calculation coefficient. The calculation coefficient calibration table in the embodiment of the present application may be combined with the calculation coefficient calibration table for querying the calculation coefficient of the target front wheel in the foregoing embodiment in the same table.
According to the embodiment of the application, the rear wheel calculation coefficient is determined in a calibration mode, so that a more accurate estimation coefficient is obtained.
FIG. 5 is a flow chart of a method for estimating sprung acceleration in a preferred embodiment of the present application, including the steps of:
step S501: acquiring the longitudinal acceleration of the whole vehicle from an electronic stability control system;
step S502: acquiring the wheel speed of each wheel at intervals of set time, if the difference value between the current-moment wheel speed of the wheel and the previous-moment wheel speed of the wheel is greater than or equal to a wheel speed difference threshold value, considering that the wheel is in a bumpy driving state, and otherwise, considering that the wheel is in a flat driving state, and determining the driving state of each wheel, wherein the wheels comprise two front wheels and two rear wheels;
step S503: inputting the target front wheel information and the running states of the two rear wheels into a calculation coefficient calibration table, and inquiring the calculation coefficient of the target front wheel;
step S504: multiplying the longitudinal acceleration of the whole vehicle by the calculation coefficient of the target front wheel to obtain the sprung acceleration of the target front wheel;
step S505: calculating the converted value of the acceleration on the spring according to the longitudinal acceleration of the whole vehicle and the structural information of the suspension
Wherein g is the longitudinal acceleration of the whole vehicle, mbfl is the sprung mass of the left front wheel, mbfr is the sprung mass of the right front wheel, mbrl is the sprung mass of the left rear wheel, mbrr is the sprung mass of the right rear wheel, Lf is the horizontal distance between the left front wheel/right front wheel and the mass center of the vehicle, and Lr is the horizontal distance between the left rear wheel/right rear wheel and the mass center of the vehicle;
step S506: inputting the target rear wheel information and the running states of the two front wheels into a calculation coefficient calibration table, and inquiring the target rear wheel calculation coefficient;
step S507: and multiplying the converted value of the sprung acceleration by the calculation coefficient of the target rear wheel to obtain the sprung acceleration of the target rear wheel.
Steps S503 to S504 and steps S505 to S507 may be executed simultaneously or sequentially, and the order of execution is not limited.
The technical solution of the present application further provides a storage medium, where the storage medium stores computer instructions, and when a computer executes the computer instructions, the storage medium is configured to execute the sprung acceleration estimation method in any one of the foregoing embodiments.
Fig. 6 shows an electronic device of the present application, comprising:
at least one processor 601; and the number of the first and second groups,
a memory 602 communicatively coupled to the at least one processor 601; wherein the content of the first and second substances,
the memory 602 stores instructions executable by the at least one processor 601 to enable the at least one processor 601 to perform all the steps of the sprung acceleration estimation method of any one of the preceding method embodiments.
The Electronic device is preferably an on-vehicle Electronic Control Unit (ECU), and further, a Microcontroller Unit (MCU) in the on-vehicle Electronic Control Unit.
In fig. 6, a processor 602 is taken as an example:
the electronic device may further include: an input device 603 and an output device 604.
The processor 601, the memory 602, the input device 603, and the display device 604 may be connected by a bus or other means, and are illustrated as being connected by a bus.
The memory 602, which is a non-volatile computer-readable storage medium, may be used to store non-volatile software programs, non-volatile computer-executable programs, and modules, such as program instructions/modules corresponding to the sprung acceleration estimation method in the embodiments of the present application, for example, the method flow shown in fig. 1 or 5. The processor 601 executes various functional applications and data processing by executing nonvolatile software programs, instructions and modules stored in the memory 602, that is, implements the sprung acceleration estimation method in the above-described embodiment.
The memory 602 may include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created according to the use of the sprung acceleration estimation method, or the like. Further, the memory 602 may include high speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid state storage device. In some embodiments, the memory 602 optionally includes memory located remotely from the processor 601, and these remote memories may be connected via a network to a device that performs the sprung acceleration estimation method. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The input device 603 may receive input user clicks and generate signal inputs related to user settings and function control of the sprung acceleration estimation method. The display device 604 may include a display screen or the like.
The sprung acceleration estimation method of any of the above-described method embodiments is performed when the one or more modules are stored in the memory 602 and executed by the one or more processors 601.
What has been described above is merely the principles and preferred embodiments of the present application. It should be noted that, for those skilled in the art, the embodiments obtained by appropriately combining the technical solutions respectively disclosed in the different embodiments are also included in the technical scope of the present invention, and several other modifications may be made on the basis of the principle of the present application and should be regarded as the protective scope of the present application.
Claims (10)
1. A sprung acceleration estimation method, characterized by comprising the steps of:
acquiring the longitudinal acceleration of the whole vehicle;
acquiring a driving state of each wheel, wherein the wheels comprise two front wheels and two rear wheels;
determining the sprung acceleration of the two front wheels according to the longitudinal acceleration of the whole vehicle and the running states of the two rear wheels;
and determining the sprung acceleration of the two rear wheels according to the longitudinal acceleration of the whole vehicle and the running states of the two front wheels.
2. The sprung acceleration estimation method according to claim 1, characterized in that the running state of the wheel includes a bumpy running state and a flat running state;
the acquiring of the driving state of each wheel specifically includes:
acquiring the wheel speed of each wheel at intervals of set time;
and if the difference value between the current wheel speed of the wheel and the previous wheel speed is greater than or equal to a wheel speed difference threshold value, the wheel is considered to be in a bumpy driving state, otherwise, the wheel is considered to be in a flat driving state.
3. The sprung acceleration estimating method according to claim 2, wherein the determining sprung acceleration of the two front wheels from the vehicle longitudinal acceleration and the running states of the two rear wheels includes:
determining a target front wheel calculation coefficient according to the running states of the two rear wheels;
and multiplying the longitudinal acceleration of the whole vehicle by the calculation coefficient of the target front wheel to obtain the sprung acceleration of the target front wheel.
4. The sprung acceleration estimation method according to claim 3, characterized in that the determining a target front wheel calculation coefficient based on the running states of the two rear wheels specifically includes:
and inputting the target front wheel information and the running states of the two rear wheels into a calculation coefficient calibration table, and inquiring the target front wheel calculation coefficient.
5. The sprung acceleration estimating method according to any one of claims 2-3, wherein the determining sprung acceleration of the two rear wheels based on the vehicle longitudinal acceleration and the running state of the two front wheels specifically includes:
determining a converted value of the acceleration on the spring according to the longitudinal acceleration of the whole vehicle and the structural information of the suspension;
determining a target rear wheel calculation coefficient according to the running states of the two front wheels;
and multiplying the converted value of the sprung acceleration by the calculation coefficient of the target rear wheel to obtain the sprung acceleration of the target rear wheel.
6. The sprung acceleration estimation method according to claim 5, characterized in that the suspension structure information includes left front wheel sprung mass, right front wheel sprung mass, left rear wheel sprung mass, right rear wheel sprung mass, horizontal distance of left front/right front wheel from the center of mass of the vehicle, and horizontal distance of left rear/right rear wheel from the center of mass of the vehicle;
according to whole car longitudinal acceleration and suspension structure information, confirm the acceleration conversion value on the spring, specifically include:
calculating the converted value of the sprung acceleration
Wherein g is the longitudinal acceleration of the whole vehicle, mbfl is the sprung mass of the left front wheel, mbfr is the sprung mass of the right front wheel, mbrl is the sprung mass of the left rear wheel, mbrr is the sprung mass of the right rear wheel, Lf is the horizontal distance between the left front wheel/right front wheel and the mass center of the vehicle, and Lr is the horizontal distance between the left rear wheel/right rear wheel and the mass center of the vehicle.
7. The sprung acceleration estimation method according to claim 5, characterized in that the determining a target rear wheel calculation coefficient based on the running states of the two front wheels specifically includes:
and inputting the target rear wheel information and the running states of the two front wheels into a calculation coefficient calibration table, and inquiring the target rear wheel calculation coefficient.
8. The sprung acceleration estimation method according to any one of claims 1-4, characterized in that, the obtaining the longitudinal acceleration of the entire vehicle specifically includes:
and acquiring the longitudinal acceleration of the whole vehicle from the electronic stability control system.
9. A storage medium storing computer instructions for performing the sprung acceleration estimation method of any one of claims 1-8 when executed by a computer.
10. An electronic device comprising at least one processor; and the number of the first and second groups,
a memory communicatively coupled to the at least one processor; wherein the content of the first and second substances,
the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the sprung acceleration estimation method of any one of claims 1-8.
Priority Applications (1)
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